Plural engine control system



Jan. 25, 1949. Y J; G D 2,459,878

PLURAL ENGINE CONTROL SYSTEM Originl Filed July 50, 1942 2 Sheets-Sheet I 5'7 ASTEE'N INVENTOR John JV Good ATTORNEY Jan. 25, 1949.

FOEWAIIBD 7 i 2 Sheets-Sheet 2 INVENTQR Jahn N Good BY Q1 WM ATTO R N EY Patented Jan. 25, 1949 vifestingliou" V 7 Pa, a cerperati ei at'ia p 452,950, new.

- 9=filaimsz This iventin -relate's to a -cont rol system-doe control ng th'eep'eration of a l-prime move'i suit as a Diesel engine and is a division of my 'cop'en 'd in'g app-li'eation- Serial No: 452,950; fi1d J1i1y 30, 1942; Patent No-J 2307,8771 September- 17; 19462 certain ships 1 a plurality of "Diesel engines,

operated either singly'or in multipl;are employedi for drit' ing az p1'opellet.'= These en'gines ar'e of 'th'e reversible type iorfieitlfer til'rningatheit propeller in one: direction to imoveithe :tship forwarder? in'the' opposite direction. for moving the: ship? t an: astem direction; Theizspeediorpower output 'of' the: engines" is varied in accordance": with 1 the amount" of fuelsuppliedfio the v engines:v and a clutch is'em'ployecl for connectingandkdiscon necting; each: engine to -and' from the propeller;

When all-"ofthe engines are-operating; totuma the propeller in thesame directiomthey :may all beconnectedfltoithe propellerg ifvdesired; i013 pro-- pelli-ng: the ship in the :direction determinedby engines; At times; however,- one; or more engines operating; to turn the: propeller in one: direction will be connectedtothe propeller-while: the other engine, pr engines will-beroperating in direction which-if connected-to the propellers would cause the-propellei to turn-im-the opposite. direction andfas will be apparent iit woul d bei undesirable toconnect the 1atter. t'e the pronellri. under this -.condition since it might resultin vdam.-

agetothe enginesor parts ofiltheitransmis'sion system between the engines and"p1fop,e11r.

One object of"th'e invention' is therefore the provision of means'j arranged'to prevent engine's. runningin directions would cause'acom monmeans' to be 'operated to turndn oppo'site directions from being connected at'the"same time tosaidmeans'. I

Another'objectof the invention'jisthe:provision" of *means for preventing'the '"engiries heme-om nectewwith'the propeller when operating at' a speed'aboveacertain low degree; suchas -idlingt Another obje'ct otthe inventionis'theprovision of a-control systenf for '2; plurality or engines" arranged to'operate-"a common means; embodying for each engine, amanualcontrollei forcon trelling the"starting offi; engine'in'either one diiect'ion or 'the reverse trolling "-a"clntc for connecting and" disconnect in'g 'the'engine to and ffom 'said means," and also" embodizing' means '-'for-* preventing" the? operationf of said clutch it connect saidengine to" said meanswhen the engine is 7e operating above a ectioni and "for'con ressure orsucii fiiiidi Good W iiierding l ai, assi'g'nf'qftb 'Elie Brake com any gwilmerain "'of Pennsylvania 11 July; 30, 1942, Serial NkL I V y at No. 3,407,875,.flated. sen

animation:

for" preventing operation of said" controllerto con-ri'ect=-' its engine-L running in one direction; to" said means W-l'ien said means is connected to another-' enginei-operatingto turn sai'd mean's in the rever'se direction? other objects and advantages "will be apparen tf from the iel-lowing more detailed 5 descriptionof the 'ir iv'entionf mane -accon1-panying drawings; Fig: 1 is' adi agranim'atic View of a control system for" a==p1u r'aii't-ymf engines 'embodyin'g' the invention; Fig; 2 is sectional 'v-iew taken on the line 2'--2- i'n Fig 1 ;'"Fig:3 is"a sectional'view taken on the line 3 3= iii--Ffgi 2*; Fig Z 44s a---sectionalview'taken Fig-3 2-; and Figs. 5'and 6 are' v'i'-ws similar to Fig. 4* but With certain parts: snow-nan difier'ent position-s5 i 7 Description V In'themrawings;therreferencenumerals:I and} z 'in'dicate two inter l combust'ion engineswhich' may be 0f theDiesei"t3rpegiand both of Whicharet arranged to econnected to operatea coinrnon' ropeiien shait3 thi ough the medium 0f "suitable e and 5;- resp'e'ctivelinfl and rediiction T clutches-: 4 1 and 5 may be f desired". by" arrangedfor opei'ation byzfluid"underpres sue suppiied thereto'i to connect'th'e respective engine: to -the prorieli ei sh'ait 3 and todisconnectsaid engine from the propel-lei 'shaft upon the: release of isu'ciiiflnid underressure:

Associated witn-enginei i is a -pneumatic start-= r l d'evice i arrangedto' be' conditioned b'y flu und pressure suppiied 'through a m-pe t to- -ptovid fee operationof said engin'e in one direction and through a -p'ipe 9 to" provide for: ope'ratien- 'of said' ei'i'ginein the reverse direction? ffiel' suppl -device- '5 ii isassociated r with== en giiie? andembod-ies*an adjns't-able" member H for varying thefiiel supply and thereby the speedor power output of said engine. For-adjusting th'e'member E it-niay bemonnected'toone end of alever" l 2 Wli i'eh isfnlcrumed intermediate its ends. The' opposit'e end oflever i 2 may he M and sulijec't' 'on' one' side to the pressure ofa calibrated-spring "i5. At the opposite side of piston i3-isapressurechamber 16 connected to a pipe H through which fluid under pressure may besupplied to andreleased from saidchain l governin member he position of theiu'ei adjusting" the position-cf piston" is in- 8 in" accordance with the" stantially atmospheric pressure spring l5 will urge the piston iii to the position shown which may be assumed to be idling position to provide for operation of the engine at a chosen low or idling speed. When the piston I3'isrnoved. in its cylinder-by fluid pressure supplied to chamber' E5 to a position, for instance, substantially midway of the length of the cylinder i4, it may be assumed that the fuel supply member II will be positioned to provide for maximum speed or power output of the engine I. Intermediate positions of the piston i3, dependentupon the pressure of fluid in chamber it, will therefore provide corresponding intermediate degrees of speed or power output of engine Associated with engine 2 is a pneumatic start- A off valve device 32, while a corresponding switch 45 is provided in the circuit to the magnet of the cutoif valve device 33. Closing these switches is ,7 arranged to effect energization of the respective electro-magnets while opening the switches is arranged toeffect deenergization of said magnets.

ing control device it! like the device 1 but 'controlled by fluid under pressure from pipes l3 and 2G.

in accordance with the position of a piston 24 in a cylinder 25 as determined by the -pressure of a springZfi acting on one side of the piston and the opposing pressure of fluid supplied through a pipe 21 to a pressure chamber 28 to act on the opposite side of said piston. The piston 24' may have a position such as shown to provide for operation of the engine at idling speed and other positions depending upon the pressure of fluid in chamber 28 to provide corresponding speeds or degrees of power output as described in connection with piston l3 associated with engine A manually adjustable control device 30 of any suitable type is provided for controlling the pressure of fluid inpressure chambers l6 and 2B and thereby the adjustment of pistons l3 and 24 and the speed or power output of engines and 2, respectively. To accomplish this end the device 3| is connected to a pipe 3| which is arranged to be opened through cutoff valve devices 32 and 33 to pipes l1 and 21 leading to the pressure chambers i6 and 28, respectively. With the pressure chambers i5 and 28 thus connected to the control device 3!) said device is operative to either open both of said chambers to the atmosphere to provide for operation of engines I and 2 at their idling speeds or to supply fluid at any desired pressure from a fluid pressure supply pipe 34 to both of said chambers to cause operation of said engines at a chosen higher speed or degree of power output.

The cutoff valve device 32 is provided to render the engine I non-responsive to an increase in fluid pressure provided in pipe 3| by operation of control valve device 30, if it is desired that the engine i be disconnected from the propeller shaft 3 and be operating at idling speed, while the engine 2 is operating said shaft to propel the craft at a speed determined by operation of the control valve device 30. The cutoff valve device 33 is provided to accomplish the same result,-with respect to engine 2.

Both of the cutoff valve devices 33 and 32 may be of the same construction, each comprising a double beat valve 35 having one positionvfor opening communication between pipe 3| and the respective pipe H or 21 and another position for closing such communication and opening the latter pipe i1 or 21 to atmosphere. A spring 38 in each cutoff valve device is operative to move the double beat valve 35 to the position for connecting pipe 3| to pipe :1 or 21, while anelectromagnet 31 is arranged for operation upon ener- The engine 2 has a fuel governing device 2| embodying a member 22 adjustable by a lever 23 With the magnets deenergized, it will therefore be seen that the engines and 2 will operate in accordance with operation of the manual control device'3il, and that with the magnets energi'zedthe engines will be non-responsive to operation of the control device Si] and will operate only at idling speed. These switches and the cutoff valve devices 32 and 33are therefore effective to cut out either one engine or the other as desired.

According to the invention I provide a manual control device for. controlling the' starting control device 1 and the clutch 4 for engine This manual control device also embodies means controlled from pipe 3| for preventing operation of clutch 4 to connect engine I to the propeller shaft 3 with either engine operating above a chosen low speed; such as idling. A similar manual control device 46 is provided for controlling the starting control device l8 and clutch 5 for'engine 2 and is also provided with'means controlled from the speed control pipe 3| for preventing engagement-of clutch 5 with either engineoperating abovea chosen low speed, such as idling. Means are also provided for preventing operation of both ofithe manually control devices 45 and 45 to' connect both engines I and 2 to the propeller at the same time when the engines are operating in directions which would cause the propeller to turn in opposite directions.

The control device 45 comprises acasing having two spaced alignedbearin'gs 49 and 50 in which a rock shaft5| is journaled. A cage 52 interposed between. and bearing against the adjacent ends of bearings 49 and 50 has aligned openings through which the shaft 5| extends. Between the bearings 49 and the shaft 5| has a slot 53 extendingdiametrically therethrough andthe cage 52 has an aligned slot 54. An operating member 55 of substantial diskform is disposed in slot 53 and extends into slot 54 and is journaled at its axis on a pin 56. The pin 55 is arranged at right angles to the axis of shaft 5| and is carried in suitable bores in said shaft at opposite sides .of slot 53 and in the adjacent portions of, cage 52. 'The thickness of the operating member 55 is less than the width of slots 53 and 54 only sufiiciently to provide free rocking movement about thepin 5t. The cage 52 being secured to shaft 5| by pin 56 holds the rock shaft 5| against endwise movement.

The operating member 55 is formed on one end of a lever 51 and from the above description it will be seen that the pin 56 provides for rocking of said lever and member on said pin relative to therock shaft 5| in the direction of the length of said shaft, while said rock shaft provides for movement of said lever and operating member at right angles to the axis of the shaft, the operating member-55 under this latter condition providing anoperating connection between said l ver; and; haming; turnino ne he tewitle the it nde pressure 1- f-m n: he:- supnlx; p n w th st tel"controlpine;fliforactuatingthmtarter: 10

con ol device 7;; to; pzzoyide forsta1rting;-of?the en inedmonedjxection: It. -may;heassumed?than the engine} 1;: opeizatingeinl this dinectionthe propeller; shaft: Qaw-hen connected-:1 130158.111? engine will; cause-Y movement-i; oi; the? ship. in-. a Qxwarflt dip-section. Movement, of; the plungem sac-1m, emupwa-gd direction .assvie ved zimEigieiswxmhQcfi marl flwi release; ofifluidgunderrpressurenfirom-the; Sfifidtfiij cont olrpipe, 9m tproyideefoi'; stopping: of? the.- engine; on for: starting: ofathe; engineiin 1711611 opposite; direction, as. will beslatep-ldescribed,

controlling the-1 plungen- 83 onewv end of a: lever; 813;;b4e a, nslagainst the plunger; This lever: is supponted: on; a pin. 8.5;: secured: ins. thei-casingy while the; opposite end-:is; pnoyidedi with;-v aw roller 85,; arrangedto; contact a.-.cam-vsunfaceflfllprovided=- on the cage 52 above one end of pin 5,6 ;and= adj apentsthe;top ofz operatingl member 55;- Movement; oi: the. member..- 57 toward; the: leftehandi 3=SL SBI1L.-iI1:Fig::3 Or upward as=viewed in;- F -i 1; to: a: position bearing the:v legendii Forward is? arranged to; operate;.-ce,m .81. andithereby-rthe levere 8d; totmove vtheiplungenasz in afidownward -direct tion; ion, supplying: fluid-s' -runden pressuretouthe starten control pipe, 9;; whim-movement? of sand? lever; baclc; I to; its rno'rmalz position showm is: ar ranged: tosprovide ion-movement of the--;p1unger=: 8%; in; 1; .es reverse? directions for: releasing. fluid under pressure flOl'ILzPiDGzQ? Atathee oppositesidee offshaft 51'- and: beyond? thee opposite; end; oi -pin 56: is a. starting control-= valve? device.- 83;: which 1 may beeidentical to the A device. 82*: and}: whichv comprises av. plunger 89 operable upon downward; movement-- to" supply; fiuidaunden pnessure-irom the: supply:- 'pipe 34 to I pipeeB-t leading-tot the starten-controlgz:device 111170: pgovidei fon operation of said d-jevice: toecause starting, 1 ofitheeengine L imtheedi-rection Of thic: reverse. of that: attainedt' bythelsupply of unden l-pressuitel to pipe-1.9,; int-ina, direction tm t causehmovement of. athe ship in -an=astem directionwhen .connectedito "the pnopellen shaft' -t; ase-in I dioateckbyv the 1egend1Aster-n--imFigse 1 and leven -9flz1-like leven 84' is-en anged zfon controlling; movement: of; plunger 89;: the:- cage 52e-is provided -awitl'r a cam 81 aopposit'e the came 8]:fo12: operating: the 1L1ever-9 0: By- .this :construc tionwmovement 'of. the operating 1ever+51 clown wand-1: as viewed-in- -F-ig 1 or- =in-theedirectiomof the right-hand;- as viewed in -Fig. 3; will act uate the waive device 88 -to cause startingofthe=engine in the direction -to providefqr astern movement of the ship; while return of the -1ever-51 =to-the neutral-position shown will pgovidefon-operation of the -val-ve--device 88 -to--release fl'picl-under*pres sure from pipe 8 in order to efifitvfitbPPiHgfiP reversal of the enginez A moredetaileddescription -of; the-structure and operation of the-valve devices" M -and 88* is not deem-edwssential -sincedevicesmfi thi-s type: alewel-l known-to thoseeslci lled in the art.

The topwall 91 of the casing-. of the -controla= va1ve -dev-ice45 isprovided with-a--relatively-long sloti HZ'i-extending taci -right angles to the axiseof roclsz'shaft-ifi t; Thisisloteprovidesafommovemeni 75 and-icontains.

' lapel-1'53? in; enp dlreetiom xcept: for: onexatinei clutc wontro; dfiYiCBe finds; associated: wim the cesingz 'beairingi 5B::bey Qnd:.-th J'pmnazledza end: ofshaft 5| This device comprise :twmappositelyg seating; poppet: vols/est 651' and. 62: amrangpd: in

h, .01: 5111-8515151: andp'contamcdi coaxial relutiomwit inachambersfifimndzfi respectively; 'Ihes,e;ve=1v neve -fluted: stems. extendin tpweiadia egch 01 1 through ,smtable bores-in thegdevicegandzmetetln apchamber 65.2 The; hambee: fisrisfiwnneeted y min Me a: he;fluidzpressuneczsupplwpipessm esnring: 6:1; acting: on: thewa1ve.-=6 for; seating some-land: at: the, same timegunseatingg the: valve; 8.2;. fhe;v chambe 6-5;" s. connected; y: agpipe: 68s to; the-clutch: Q fort-en ine; I. H1 ,3

ber 55::and valve; 62;- is provided witktwnwaz in which is slidebly mounted a, plunger 16, One; end oi.:this, plungepW-engages' the ,va:1.ye.;;52;whi!e the otheeendi aiign da f or: nge emenm n e-r-perriphera ly surf and oi-.-=the:, op ziting1membe1t J o 516 6 91111 56-. The: operatinermcmb rfiie hasmits:peripheralzsuifec, a:recess.-:H=arran e 1 trend; ofipluneer: w:h.e the opera-tinglever fi lzis; inrsthelventicaizgpositio showmintfiigsi 138E115! 'With fnlungerflflz recess; 7 spring; 6'! jis=;o:perfiztiyez,to; seatigvalve i612 and-:open velyefifi to,therepyy-conncctzthe olutcln control: pipei EB: t0: the: a/tmosphere ;,forj effecting; operation: oisthe. clut-ch1.4-.:to=disconnfi fi the; en ine; I from: the propeller:- shaft; Movem ent-- 0f; lever: 53: from this-vertical position: in either; a

o miemedyimfiigzfi 1s:adapted; toatumitheiope ati-ng,;=member=-55st .a: ositionpin whichreazportio :1 eta:either -;onelg1sid won'thex -other ofirecessfl-lgi enga men zwith theplunger iF ndL -M QiT- QChT movement: efieots movement: at the; plun er; 1e. cutwapdaof shaftqfi-i -;to.',seat:ve1ve; 'ieandcunseaiiz' valve; 6;! With; the: vely e 61;; thus 1 open: fluid: underz -p-zzessureewiil iflowfrom,thesupplwrpipe to pipe: 58: andz thence; to;- clu-tchi k t ferr efffljctin gi operatiomthereofrsto =10 ennectssthenengine.1 l torthe pnopeliezmshaitrS-z Imorder-sthat: the. 161/611. 5.1:may;begopei'atedi asz 1 just: des cribied ford controlling: the-operation: 0L1. the.- clutch. 11; the tQpz-wall? flsliofwthe.'casin'gi-is:prof; videdezwith; two oppositely extending: slots :93 {and-:2:

Shopfittingtothe: opposite; sides. of, the slot 392mm 7 ing theistarter-control valve device 82 to cause the engine I to bestarted in a'direction to obtain forward movement of the ship. After the engine is thus started, the lever 51 is drawn back from the endof-slot 92 to a position aligned with slot- 93 and then moved into the'latter slot for operating the clutch control device SE! to supply fluid'under pressure to pipe 68 for actuating the clutch 4 to connect the engine i to the propeller shaft 3,; whereupon the engine will operate the propeller of the ship to cause movement of same 'in'a forward direction.

o the other hand, if it is desired that the ship move'in'an astern direction, the lever 57 is moved either from its neutral position, or from For-' ward position through its neutral position which caus'es stopping of the engine, to its Astern position at the opposite end of slot 82 to thereby-actuate the starter control valve device 88 to supply fluid under pressure to pipe 8 for causing the engine to be started in the reverse direction. The lever 57' may be then moved away from the end of slot 92 into alignment with slot 94 and then into the latter slot for actuating the clutch control device EU to supply fluid under pressure to pipe 68 for operating the clutch 4 to connect the engine to the propeller shaft 3 for causing movement of the ship in'an astern direction.

It will be seen that with lever 57 in slot 92 the clutch control pipe 68 will be opened to atmosphere' by way of the clutch control device '60 to efiect operation of the clutch i to disconnect the engine I from the propeller shaft 3. Connecting the engine to the propeller shaft is obtained only upon movement of the lever into either slot 93 or slot 95. The slot $2 provides for starting of the enginein either one direction or the reverse direction before actuating the clutch 4 for conheating the engine to the propeller shaft and also ensures disconnecting the engine from the propeller shaft before reversing the engine.

Within the housing a springseat 96 mounted on lever 51 rests on a shoulder 91 provided on the lever in substantial alignment with the upper A friction shoe Hill is slidably.

ver 5'! and is supported at one end on the spring seat 56 and bears at the opposite end against the friction shoe 05 for constantly urging said shoe against the inner surface 98 of the casing.

The' inner surface 98 is substantially in. the

shape of an inverted V in the direction of the length of slot 92 and in said surface adjacent each'of' the opposite ends of said slot is a recess IBI arranged to receive the shoe H00 upon movement of the lever into alignment Witheither of the slots 93 or 95. With the shoe I96 engaging the surface 98 at any point between the two recesses II]! the force of the spring 99 against said shoe is operative to automatically return the lever 57' to its neutral position shown in Fig; 3. When the shoe Ifiil is in either of the recesses Ifll, the lever 51 is held against movement toward neutral position. By this arrangement it is necessary for the operator to move the lever B! substantially to either one end or the other of 5101792 in order that the lever will not return to its neutral position shown upon removal of manual force on the lever. This insures adebeing held in its clutch engaging positions in slots 93 or 94 due to interlocking of the friction shoeififl. withintlic recesses HM, and also due to the fact that thesuriace $8 lengthwise of these recesses is arranged at substantial right angles to'the normal or neutral position of lever 5! in slotliilf I A clutch and speed interlock device I5 is secured to the casingfover the opposite end of rock shaft liI. This device comprises a pistoni'G having at one side a. chamber 17 open to the speed or power output control pipe 3i. Projecting from the'opposite face of piston "I6 isa plunger 18 which slidably ie'xtends'through a suitable axial bore in theadjacentend of shaft 5| into alignment with the peripheral surface of theoperating member 55 directly opposite the portion engaged by the plunger'lli. The operating member 55'has a notch or recess I9 provided in its periphery in such a 7 positio'nas' to receive the end of plunger l8 when the lever .57 is in slot 92 in which the clutch 4 disconnects the engine 5 from thepropeller shaft. A coil s'pringBii encircling the plunger? bears at one end'against the adjacent end of rock shaft 5i and the opposite end bears against piston I6 in' opposition to pressure of fluid "eiTective in chamber 17.

As above described, the speed or output of engine I. is varied according to the pressure of fluid supplied to act in pipe 3i, and opening of said pipe'to atmosphere provides for idling operation of said engine. The .pressure of spring 80 on piston 16 in the interlock device I5 is such as to move said piston and plunger 18130 the position shown when the pressure in pipe 3| and thereby chamber This at a chosen low degree, or substantially that of the atmosphere if desired, and to permit the piston to move the plunger I8 against the operating member 55 when the pressure in-said pipe is increased above that degree. Thus if engine I shouldbe' operating at a speed above, the chosen low degree with the lever 51 in slot 92, the plunger 18 will enter recess I9 and prevent turning .of member 55 and thus maintain the clutcht i in the position disengaging engine I from'the propeller shaft 3'. To rock the lever 57 in either direction from the clutch disengaging position shown in Fig. 2 to cause operation of clutch14 to connect engine I to the propeller shaft 3,*the pressure in the speed control pipe 3| and piston chamber ii on the interlock piston 18 must therefore" be reduced to a degree which provides for operation of the engine at the chosen reduced speed. When this occurs, spring 80 will move the piston it and plunger? 8 to the position shown in Fig. 2-in which the "plunger I8 is removed from notch IQ. When this condition exists, the lever. 5'lmay be'moved into either of the slots 93 or, 94 for actuatingthe clutch 4 to connect the quate movement of the lever to cause starting of the engine in either one direction or the opposite, as desired, and also provides for the lever engine tothe propeller shaft 3. In other words, the interlock valve device controlled from the speed control pipe 3! prevents the operator moving lever ,51 into either of the slots 93 or 94 for actuating the clutch 4 to connect the engine I to the propeller shaft 3 when the engine is operating at a; speed above a chosen low degree.

The manual control device may be identical to the manual control device 45 and like reference'numerals have therefore been applied to the main corresponding portions of the control device 4B. In'Fig. 2 it will be seen that the clutch controldevicc 6B, interlock valve device I5, and operating member are'disposed in the control device 45 just the reverse .of corresponding parts in the control-device 45 but this in no way changes enoasvs the operationoi the engine 52 as controlled by the starting control device 18 or of clutch in response "to operation of lever V5'! in the centroidsvice 46 in slots 92, 93 and 34 which are identical to corresponding slots providing for controllin movement of lever 51 in the control device :35. The operator may, therefore, move lever 510i the control device 145 upward in slot 32,, as viewed in Fig. 1, to Forward position for causing starting of the engine 2 in a direction to propel thelship forward and then into the :slot 92 :for actuating clutch 5 to connect the engine to the propeller shaft 3, orhe may move said lever to the opp s te end of slot 52 to .Astcrn position ,ior causing starting of the engine 2 in a direction for moving the ship in an astern direction and then move saidlev-er into .slot .94 .for actuating the clutch 5 to connect said engine to the propeller shaft 3, these operations being the same as in the control device 65 and producing the same results with i respect to engine 2. Moreovemmovement oi lever 51 of the control device 45 to actuate clutch 6 to connect engine v2 to the propeller is subject to control by the respective interlock device the same as above described in connection with the control device 45. V 7

If the operator desires to connecthoth engines l and 2 to the propeller shaft 3 at the same time for driving the ship, he may move .both leversl'il in the same direction to either one end or the opposite end of slots :92 and then into either slots .93 and 341,, respectively, as will he apparent.

However, if one engine is already connected to the propeller shaft at the time it is desir d to connect the other e gine to said shaft, the'intcrlock device 5 of the controller o 46 controllin the latter enginereqifires that the pressurein the speed ontrol pipe .31 he such as to p v de .i idling operation not o ly of t e r sp ct ng e, as above described, but also of the other engine and thereby of the propeller shaft since said interlock device is controlled .by the same pressure as controls the speed of the other engine. The lnterlocikvalve device thus precludes "the possibility of connecting either engine to the "propeller shaft when said shaitis being driven by, the other eng n oper at a speed aboveidi na If one engine were operating in a direction to cause movement of "the craft, say forward, it

would be undesirable to be 'able'to connect the other engine operating in the reverse direction with "the propeller shaft 3 at the same time, for reasons ,beiorc pointed out. This however is prevented loy a link 1115 havin one end pivotally connec e with a pin 1. d pendin ir m th operating member in the control device 45, The opposite end of link has slot H11 in which is disposed a pin 1118 like thepin l nt but depending Inom the operating member 55 or the controldevice 4.6- r o In 'Figs. 4, 5 and '6 the link I05 and the pins .406 and 1.05 are shown with the two levers .51 and the slots 32, 33 and 9,4 of the two control devi es .45 and t6 superimposed there in dot and dash form in order to clearly bring out the function ofsaid link and Rind.

With the two levers f5] :rnidwnv between the ends of the respective slots 292 as shown in Fla 4,

it will he seenjtha't thepin loll associated with the control device 416 is disposed intermediate the 5;

ends of slot ill? the link 1.05 so that eithe o the levers 15. he moved to eithe one end or the ot r r the respect ve slots r92 without interfe enoe Iron; Ethelixik 0,5.

" :Let it be assumed :noneventhat in the-c mer 1 device 45 the lever v.il is disposed in slot 9%, as shown in Fig. 5, to connect engine i to the propellershaft .for causing movement of the Shi in astern direction, as above described. Under this condition, the pin lot in the control device to will occupy a position such as shown in Fig. 5 and its connection with pin 198 will prevent movement of lever 51 in the control device 46 into its slot .93 since the latter pin M33 is in engagement or substantially so with the end of slot 1.0.1 in the link. It will, however, be seen that with the lever 53' of the control valve device 45 in slot .94, the lever 57 in control device d6 may be moved to the opposite end-of the slot 92 therein for starting the engine in thereverse direction, if such is desired.

If lever 51 in the control device :25 should be disposed in l'tsslot '93 the operator could move the lever 15'! in the control device 46 to the opposite end of its slot 82 for starting of the engine '2 under which condition the link m5 will assume an angular position the reverse of that shown in 5 for preventing movement of lever 51 in the control device 45 into its slot 9.4,. On the other hand, if lever .51 in the control'device it should be in its slot 94 as seen in Fig. 6, the inner end of slot l.0.1 in link Hi5 will substantially engage the ,pin 1118 and prevent the movement of the lever 51 in the control device 45 into slot as, ,In case the lever 51 .in the control device 46 should he in slot 93 and the lever 51 of the control device 445 should'he moved to the opposite end of its slot 32.,thie link will assume a position the reverse of that shown in Fig. 6 and prevent movement of the latter lever 52! into its slot or. The link 1.05 thus provides for intended operation of the control devices 4.5 or 45 either singl or jointly but p events undesired operation thereof.

Summary .It will now be seen that I have provided an arrangement whereby a plurality of reversible internal combustion engines operating to cause movement of azdrivenmember in a certain direc- .tion may be connected either singly or collectively .by individual manual control devices to operate said driven member. These control devices also control the direction which the engines aresta-rted and operate and thus the direction which "the driven member move when connected to the engines. A simple mechanical interlock is pro vided between the control devices to prevent connecting the driven member to :an engine which is operating in one {direction when the driven member -is already connected to another engine fi l rating in the reverse direction. .Moreover, the arrangement embodies means .for preventing the operationof a clutch-to connect an engine to :the driven .emem er that en ine or another engins connect d to the driven member .is operating at aspeed above a certain low speed, so as :to thereby avoid damage 2170 the clutch, engine, or .otherparts of the power-system.

Having now described -my invention what I claim as new and desire to .securehy Letters Ratent,. is:

1. .A system for controlling operation of two reversely operating prime :movers for driving a common member coin-prising :for :eachprimc :rnover, clutch means operable by fluid under pressure to connect said prime mover :to said member and noon release of fluid .under'gpressure to dissaid 11191 11991 "from "prime mover, valve operable to efiect a supplvof fluid under pressure to each clutch means and a re lease of fluid underpressure therefrom, 'ievti for controlling said valve means and'having one position for effecting operation of said valve means for releasing fluid under pressure from said clutch means and a second position for .ef-

; sure to vary the speed or power output .of the prime mover in proportion to the pressure of such fluid, manual control means operable to vary the pressure of fluid in both of said speed control means, and means associated with each of said levers subject to pressure of fluid insaid speed control means and operable when such pressure exceeds a chosen degree to prevent movement of the respective lever fromits said one position-and when less than said chosen degree to permit movement of the respective lever to its saidlsecond position. r l v 2. A system for controlling operation of two reversible prime movers for driving a common mem ber comprising for each primemover, a clutch for connecting said prime mover to said member and operable upon supply of fluid under pressure to one pipe to connect said prime mover to said member and upon release of fluid under pressure from said one pipe to disconnect said prime mover from said member, starting control means for said prime mover controlled through a second pipe and a third pipe and operable upon supply of fluid under pressure to said second pipe to efiect starting of saidprime mover for driving said member in one direction and upon supply of fluidunder pressure to said third pipe to effect starting of said prime mover for driving said member in the reverse direction and operable upon release of fluid under pressure from both said second and third pipes to provide for stopping of said prime mover, valve means-for controlling the supply and release of fluid under pressure to and from said pipes, and a lever for controlling each valve means, said lever having a neutral position for effecting operation of said valve means to release fluid under pressure from said second and third pipes, a starting position at one side of said neutral position for efiecting operation of said valve means to'supply fluid under pressure to said second pipe, and a starting position at the opposite side of neutral position for effecting operation of said valve means to supply fluid under pressure to said third pipe,and said lever being movable from each starting position to a clutch engaging position for effecting operation of said valve means to supply fluid under pressure to said one pipe while retaining the supply of fluid under pressure to either said second or third pipe, said lever being operable when out of the clutch'engaging positions to effect operation of said valve means to release fluid under pressure from said one pipe, interlock means connecting the two levers providing for movement of either relative to the other to the respective neutral and starting positions and providing for movement of both to their clutch engaging positions at the same side of their neutral positions and operative to prevent movement of either; to its clutch engaging position atone side of its neutral position with theother in its clutch engaging positions at the opposite side of its neutral position, speed control means associated with each prime mover adjustable by fluid under pres-- sure to vary the speed or power output of the prime mover in proportion to the pressure of such fluid, manual control means operable to vary the pressure of fluid in both of said speed control gaging positions and when less than said chosen degree to permit movement of the respective lever to either of its clutch engaging positions as determined by said interlock means, 7

3. An apparatus for controlling operation of a clutch for each of two reversely operating prime movers, for transmitting power from the respective prime mover, said apparatus comprising in combination, two individual and relatively movable levers, means responsive to movement of one of said levers to selectively render one of said clutches either effective or ineiiective, other means responsive to movement of the other lever to selectively render the other clutch either eiiec tive or ineffective, and means automatically op erative. upon movement of either one of said levers to render the respective clutch effective to maintain the other clutch ineffective. V

4. An apparatus'for controlling operation of a clutch for each of two reversely operating prime movers, for transmitting power from the respective prime movers, said apparatus comprising in combination, two individual and relatively movable levers, means responsive to movement of one of said levers to selectively render one of said clutches either efiective or inefiective, other means responsive to movement of the other lever to selectively render the other clutch either effective or ineffective, and means responsive to movement of either one of said levers to render the re spective clutch effective, to maintain the other lever against movement to render its clutch efiective.

5. An apparatus for controlling operation of a clutch for'each of two reversely operating prime movers, for transmitting power from the respective prime mover, said apparatus, comprising in combination, two separate control sy'stems,one for each of said clutches, and each control system comprising a control lever, and control means responsive to movement of said lever to different positions to. selectively render the respective clutch either .efi'ective or inefiective to transmit power from the respective prime mover, and means operable upon movement of the lever of one of said systems to effect operationlof the respective control means to rendertherespective clutch effective, to maintain the other. clutch ineffective. V I h 6. An apparatus for controlling operation ofa clutch for each of two reversible prime movers for transmittingpower from the respective prime mover, said apparatus comprising in combination, two individual and relatively movablelevers each having a neutral position; a'second position at one side of neutralposition and a, third position at the opposite side of neutral position, an individualclutch control means. operable to control each clutch and controlled by one of said levers, each lever being operable upon movement to either its said'second or third positionto efl'ect operation of the respective control Jmeans' to render the respectiveclutch effective'and upon movement to its neutral position to effect operation of the respective control means to render the respective clutch ineffective, and means operable automatically in response to movement of either lever to its respective. second or third position to prevent movement of the other lever to, respectively, its third or second position, but adapted to permit movement of either lever relative to the other to corresponding positions.

'1. An apparatus for controlling the direction of operation of each of two reversible prime movers and the operation of a clutch for each of said prime movers, said apparatus comprising two separate control systems one for each prime mover and the respective clutch, and each system comprising a movable lever having first, second, third and fourth positions arranged in the order named, reversing control means controlled by and operable upon movement of said lever to said second position and said first position to effect running of said prime mover in one direction and operable by said lever upon movement to said third and fourth positions to efiect running of said prime mover in the reverse direction, clutch control means operable upon movement of said lever to said first and fourth positions to render the respective clutch efiectlve and upon movement to said second and third positions to render the respective clutch ineffective, and means-operable upon movement of said lever in either control system to either its first or fourth position to prevent movement of said lever in. the other system to either its fourth or first positions, respectively, but operable to permit movement of the last named lever to any other of its positions.

8. An apparatus for controlling the direction of operation of each of two reversible prime movers and for also controlling the operation of a clutch for each prime mover, said apparatus comprising two separate control systems, one for each prime mover and the respective clutch, and each system comprising a casing having a slot, a lever movable in said slot and having a neutral position intermediate the ends of said slot, a first position adjacent one end of said slot, and a second position adjacent the opposite end .of said slot, a recess open to said slot adjacent each of its opposite ends, said lever being movable from either its first or second position into the adjacent recess, means controlled by said lever and operable with said lever in said first position to effect operation of the respective prime mover in one direction and in said second position to effect operation of the respective prime mover in the reverse direction, other means controlled by said lever operable upon movement of said lever to said first and second positions to render the respective clutch inefiective and operable upon movement of said lever into either of the said recesses to render the respective clutch effective, and means operable by the lever in either one of said systems upon movement into the respective recess at either side of neutral position to prevent movement of the other lever into its recess at the opposite side of neutral position, but providing for movement of both of said levers into their respective recesses at either and the same side of neutral position at the same time, and also providing for movement of either lever relative to the other in the respective slot, at will.

9. An apparatus for controlling the operation of individual reversing control means to effect starting and operation of each of two reversible prime movers, I'or also controlling the power output of said prime movers, and the operation of a clutch for each prime mover to connect and disconnect the prime mover to and from a memher to be driven by either one or both of said prime movers in a direction dependent upon the direction or" operation of said prime movers, said apparatus comprising in combination, a power control device for each prime mover adjustable to vary the power output of said prime mover and having an idling adjustment to effect operation of said prime mover at a chosen reduced output, a manually adjustable power control means operable to adjust all of said power control devices simultaneously, a clutch control device operable to control each clutch, and an. operators control device for controlling said reversing control means and said clutch control device for each prime mover comprising a lever having a neutral position, a second position at one side of said neutral position and a third position at'the opposite side or neutral position, said operator's control device being operable upon movement of said lever to said second position to effect operation of said control means to start the prime mover in one direction, and being operable upon movement of said lever to said third position to efiect operation of said reversing control means to start the prime mover in the reverse direction, said lever when in the plane, including said positions effecting operation of the respective clutch control device and clutch to disconnect the respective engine from said member and being movable out of said plane at points adjacent said second and said third positions to either one or another of two clutch engaging positions, means responsive to movement of said lever to said clutch engaging positions to eilect operation of the respective clutch control device and clutch to connect the respective engine to said member, inhibiting means associated with each control device operable upon adjustment of the respective power control device out of its idling adjustment to prevent movement of the respective lever out of its respective plane of movement, means operable upon said idling adjustment of each power control device to render the respective inhibiting means ineirective, and means operable by either one of the levers, of the two operators control devices, upon movement thereof to either one of its clutch engaging positions to prevent movement of the other lever to its clutch engaging position at the opposite side of its neutral position but permitting movement of the last named lever in its plane of movement and to its clutch engaging position at the same side of neutral position.

JOHN N. GOOD.

REFERENCES omen The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 948,583 Barnes Feb. 8, 1910 1,682,358 Sperry Aug. 28, 1928 1,776,633 Libby et al. Sept. 23, 1930 2,288,173 Wohanka June 39, 1942 2,289,654 Keel July 14, 1942 2,301,099 Upp Nov. 3, 1942 2,366,020 Good Dec. 26, 1944: 

